CA1154842A - Device for eliminating the vehicle wheel locking risk at braking - Google Patents
Device for eliminating the vehicle wheel locking risk at brakingInfo
- Publication number
- CA1154842A CA1154842A CA000351069A CA351069A CA1154842A CA 1154842 A CA1154842 A CA 1154842A CA 000351069 A CA000351069 A CA 000351069A CA 351069 A CA351069 A CA 351069A CA 1154842 A CA1154842 A CA 1154842A
- Authority
- CA
- Canada
- Prior art keywords
- braking force
- wheel
- braking
- signal
- accelerometer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
- F16D66/02—Apparatus for indicating wear
- F16D66/021—Apparatus for indicating wear using electrical detection or indication means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/585—Combined or convertible systems comprising friction brakes and retarders
- B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/173—Eliminating or reducing the effect of unwanted signals, e.g. due to vibrations or electrical noise
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/04—Suspension or damping
Abstract
ABSTRACT OF THE DISCLOSURE
A device for eliminating the locking risk of vehicle wheels at the application of a braking force, comprises an accelerometer mounted on a non-rotary portion connected with the wheel axle for emitting continuously, in response to the motions of the mounting point due to irregularities of the road, a primary signal indicative of the acceleration of the point as influenced by the damping properties of the wheel tire; an electronic unit for transforming the primary signal to a secondary signal, the strength of which is related to the speed of changes in the primary signal and a control device connected to the electronic unit and controlling the braking forece of a fluid-operated brake system so as to momentarily reduce the braking force in response to a sudden change in the secondary signal, corresponding to a sudden reduction in ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
A device for eliminating the locking risk of vehicle wheels at the application of a braking force, comprises an accelerometer mounted on a non-rotary portion connected with the wheel axle for emitting continuously, in response to the motions of the mounting point due to irregularities of the road, a primary signal indicative of the acceleration of the point as influenced by the damping properties of the wheel tire; an electronic unit for transforming the primary signal to a secondary signal, the strength of which is related to the speed of changes in the primary signal and a control device connected to the electronic unit and controlling the braking forece of a fluid-operated brake system so as to momentarily reduce the braking force in response to a sudden change in the secondary signal, corresponding to a sudden reduction in ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
Description
115~8~
~, .
This invention relates to a device, which eliminates the risk that vehicle wheels become loc~ed during braking.
Traffic accidents very often are due to the locking of wheelsduring braking and their resulting skidding. During braking, the tires transfer a braking moment, which decreases rapidly when the wheels become locked. It should, thus be possible to read the risk of locking by continuously measuring `
the variations in the braking moment. The present invention is based on the observation that, when a tire is loaded both radially and tangentially, its natural oscillation frequency and damping varies with the load in such a way, that with in-creasing mass carried by the tire, the damping increases while simultaneously the frequency decreases. It applies in an anala-gous manner to the moment transfer of the tire, that the damping of the tire increases with increasing mom~nt. As, thus, the tire damping is proportional to the braking moment, it is desired to continuously measure the variations in said damping in order to obtain an early warning of locking.
According to one aspect of the present invention, there is provided a sevice for eliminating the locking risk of vehicle wheels at the application of a braking force/ comprising an accelerometer mounted on a non-rotary portion, connected with the wheel axle for emitting continuously, in response to the motions of the mounting point due to irregularities o~ the road, a primary signal indicative of the acceleration of sa d point as influenced by the damping properties of the wheel tire; first means for transforming the primary signal to a secondary signal, the strength of which is related to the speed of changes in . ~ ~ , . . .
~ 4~
said primary signal, and second means connected to said first means and controlling the braking force of a fluid-operated brake system so as to momentarily reduce the braking force in response to a sudden change in said secondary signal, corresponding to a sudden reduction in the ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
The invention is described in greater detail in the following, with reference to the accompanying drawing, which in a schematic manner shows an embodiment of the device according to the invention for sensing and abolishing the brake locking risk.
A transducer G in the form of an accelerometer, one for each wheel on the same axle, is attached near the wheel hub on the spring suspension means U of the wheel H. The accelero-meter, which senses the natural oscillation frequenc~- and damping of the tire by measuring the axle vibrations when the vehicle passes over road irregularities, preferably can be piezoelectric element, which at the embodiment shown is mounted facing upward on the wheel suspension U and at its free end supports a metal plate. When the base point of the piezoelelectric element is accelerated at the passing of the vehicle over road irregularities, the point motion is transferred vertically via the piezoelectric element to said plate. The mass llnertia of the plate opposes the acceleration motion and thereby momentarily compresses the element. The peizoelectric effect thereof results in a measurable current impulse S, which is proport:ional to its :, ..::.: :
115~4~
compression caused by the road bumps ~ia the tire, axle and ab-sorber spring, and the amplitude o~ which decays due to the damp-ing of the axle oscillation.
The output signal S of the accelerometer in the form of a current impulse is passed to a low-pass filter LP1 and thereafter to an amplifier FL . This includes a rectifier and also has a circuit AGC for automatic gain control. The output signal ~rom the amplifier which is filtered and rectified, is pass--. . .
~ - 3 -.
~S~ X
-3 Q~
ed through a second low-pass filter LP2 for additional smoothing. The output of the filter LP2 is connected to the input of a derivator D~R and directly to a first input of a control means R for the braking force. The output of the derivator DVR is connected to a second input of the control means R. The means R, thus, is continuously fed with an underivated signal Sod and a derivated signal Sd, said latter with momentary variations in agreement with the variations in the damping.
The control means R, which via a conduit L1 communicates with a valve V for adjusting the braking pressure B from a hydraulic or compressed air source (not shown), is capable to reduce the braking force when a spike corresponding to a sudden decrease of the ground braking moment of the wheel occurs in the derivated signal Sd, and then again to in-crease the braking force until a new spike occurs. If the control means should fail to note a spike, *he underivated signal Sod arranges so that, when braking force is applied but the damping signal is zero for a short period, the means reacts in the same w2y as if a spike had occurred in the derivated signal.
As a compliment to the hydraulic or pneumatic pressure con-trol,a superimposed braking force can be used which is gener-ated through an eddy-current brake and also is controlled from the control means R. This is indicated in the drawing by a conduit ~2, which extends from the means and at the embodiment shown feeds the coil of an electromagnet M acting on the br~ke disc. The braking force thereby becomes proport-ional to the speed of the vehicle and the strength of the magnetic field. The eddy-current brake acts considerably faster than the pressure control and like this also acts at low speeds.
The invention is not restricted to the embodiments described .
:liS~Z
L~
above, but many different modifications are possible within the scope of the invention. It is especially possible to base the measuring of the ground braking momen-t of the wheel on the resilience of the tyre instead of on its damping. It is, of course, possible to use accelerometers of a kind other ~h`an piezoelectric ones. Finally is to be observed, that due to the system according to the invention being based on a distinct reduction of the braking moment exerted by the wheel, also an indication of such defects in the brake mechanism is obtained which express themselves in strongly reduced braking capacity, such as worn brake shoes or linings.
;~
~, .
This invention relates to a device, which eliminates the risk that vehicle wheels become loc~ed during braking.
Traffic accidents very often are due to the locking of wheelsduring braking and their resulting skidding. During braking, the tires transfer a braking moment, which decreases rapidly when the wheels become locked. It should, thus be possible to read the risk of locking by continuously measuring `
the variations in the braking moment. The present invention is based on the observation that, when a tire is loaded both radially and tangentially, its natural oscillation frequency and damping varies with the load in such a way, that with in-creasing mass carried by the tire, the damping increases while simultaneously the frequency decreases. It applies in an anala-gous manner to the moment transfer of the tire, that the damping of the tire increases with increasing mom~nt. As, thus, the tire damping is proportional to the braking moment, it is desired to continuously measure the variations in said damping in order to obtain an early warning of locking.
According to one aspect of the present invention, there is provided a sevice for eliminating the locking risk of vehicle wheels at the application of a braking force/ comprising an accelerometer mounted on a non-rotary portion, connected with the wheel axle for emitting continuously, in response to the motions of the mounting point due to irregularities o~ the road, a primary signal indicative of the acceleration of sa d point as influenced by the damping properties of the wheel tire; first means for transforming the primary signal to a secondary signal, the strength of which is related to the speed of changes in . ~ ~ , . . .
~ 4~
said primary signal, and second means connected to said first means and controlling the braking force of a fluid-operated brake system so as to momentarily reduce the braking force in response to a sudden change in said secondary signal, corresponding to a sudden reduction in the ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
The invention is described in greater detail in the following, with reference to the accompanying drawing, which in a schematic manner shows an embodiment of the device according to the invention for sensing and abolishing the brake locking risk.
A transducer G in the form of an accelerometer, one for each wheel on the same axle, is attached near the wheel hub on the spring suspension means U of the wheel H. The accelero-meter, which senses the natural oscillation frequenc~- and damping of the tire by measuring the axle vibrations when the vehicle passes over road irregularities, preferably can be piezoelectric element, which at the embodiment shown is mounted facing upward on the wheel suspension U and at its free end supports a metal plate. When the base point of the piezoelelectric element is accelerated at the passing of the vehicle over road irregularities, the point motion is transferred vertically via the piezoelectric element to said plate. The mass llnertia of the plate opposes the acceleration motion and thereby momentarily compresses the element. The peizoelectric effect thereof results in a measurable current impulse S, which is proport:ional to its :, ..::.: :
115~4~
compression caused by the road bumps ~ia the tire, axle and ab-sorber spring, and the amplitude o~ which decays due to the damp-ing of the axle oscillation.
The output signal S of the accelerometer in the form of a current impulse is passed to a low-pass filter LP1 and thereafter to an amplifier FL . This includes a rectifier and also has a circuit AGC for automatic gain control. The output signal ~rom the amplifier which is filtered and rectified, is pass--. . .
~ - 3 -.
~S~ X
-3 Q~
ed through a second low-pass filter LP2 for additional smoothing. The output of the filter LP2 is connected to the input of a derivator D~R and directly to a first input of a control means R for the braking force. The output of the derivator DVR is connected to a second input of the control means R. The means R, thus, is continuously fed with an underivated signal Sod and a derivated signal Sd, said latter with momentary variations in agreement with the variations in the damping.
The control means R, which via a conduit L1 communicates with a valve V for adjusting the braking pressure B from a hydraulic or compressed air source (not shown), is capable to reduce the braking force when a spike corresponding to a sudden decrease of the ground braking moment of the wheel occurs in the derivated signal Sd, and then again to in-crease the braking force until a new spike occurs. If the control means should fail to note a spike, *he underivated signal Sod arranges so that, when braking force is applied but the damping signal is zero for a short period, the means reacts in the same w2y as if a spike had occurred in the derivated signal.
As a compliment to the hydraulic or pneumatic pressure con-trol,a superimposed braking force can be used which is gener-ated through an eddy-current brake and also is controlled from the control means R. This is indicated in the drawing by a conduit ~2, which extends from the means and at the embodiment shown feeds the coil of an electromagnet M acting on the br~ke disc. The braking force thereby becomes proport-ional to the speed of the vehicle and the strength of the magnetic field. The eddy-current brake acts considerably faster than the pressure control and like this also acts at low speeds.
The invention is not restricted to the embodiments described .
:liS~Z
L~
above, but many different modifications are possible within the scope of the invention. It is especially possible to base the measuring of the ground braking momen-t of the wheel on the resilience of the tyre instead of on its damping. It is, of course, possible to use accelerometers of a kind other ~h`an piezoelectric ones. Finally is to be observed, that due to the system according to the invention being based on a distinct reduction of the braking moment exerted by the wheel, also an indication of such defects in the brake mechanism is obtained which express themselves in strongly reduced braking capacity, such as worn brake shoes or linings.
;~
Claims (5)
1. A device for eliminating the locking risk of vehicle wheels at the application of a braking force, compris-an accelerometer mounted on a non-rotary portion, connected with the wheel axle for emitting continuously, in response to the motions of the mounting point due to irregularities of the road, a primary signal indicative of the acceleration of said point as influenced by the damping properties of the wheel tire; first means for transforming the primary signal to a secondary signal, the strenght of which is related to the speed of changes in said primary signal, and second means connected to said first means and controlling the braking force of a fluid-operated brake system so as to momentarily .
reduce the braking force in response to a sudden change in said secondary signal, corresponding to a sudden reduction in the ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
reduce the braking force in response to a sudden change in said secondary signal, corresponding to a sudden reduction in the ground braking moment of the wheel and due to reduced damping of the tire, whereby the locking risk is removed.
2. A device as defined in claim 1, wherein said accelerometer is rigidly mounted adjacent a respective one of the wheel hubs of said wheel axle for continuously means measuring the vibrations thereof in the vertical direction, the output of each accelerometer being connected to a recti-fier in series with a derivating circuit, constituting said first means, the output of which is connected to an input of said second means for controlling the braking force, the output of said second means being connected to said brake system for momentarily reducing the braking force at the occurrence of a spike in the derivated signal from said derivating circuit, which spike indicates a sudden reduction in the ground braking moment of the wheel.
3. A device as defined in claim 2, wherein a low-pass filter and an amplifier are connected in series between said accelerometer and said rectifier.
4. A device as defined in claim 2, wherein said second means for controlling the braking force is provided with a second input connected to the input of said derivating circuit to receive the un-derivated signal, thereby to safe-guard against failure of said second means to register a spike in the derivated signal.
5. A device as defined in claim 2, wherein said fluid-operated brake system is supplemented with an eddy-current brake formed by an electromagnet connected to a second output of said second means for controlling the braking force and positioned adjacent a brake surface of the wheel for inducing retarding eddy currents therein.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE7903814-7 | 1979-05-02 | ||
| SE7903814A SE426379B (en) | 1979-05-02 | 1979-05-02 | DEVICE FOR INDICATING THE CONDITION OF SUVERS IN A WHEEL VEHICLE |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1154842A true CA1154842A (en) | 1983-10-04 |
Family
ID=20337948
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000351068A Expired CA1153081A (en) | 1979-05-02 | 1980-05-01 | Condition indicating device for wheeled vehicle shock absorbers |
| CA000351069A Expired CA1154842A (en) | 1979-05-02 | 1980-05-01 | Device for eliminating the vehicle wheel locking risk at braking |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000351068A Expired CA1153081A (en) | 1979-05-02 | 1980-05-01 | Condition indicating device for wheeled vehicle shock absorbers |
Country Status (8)
| Country | Link |
|---|---|
| US (2) | US4317105A (en) |
| EP (2) | EP0018960B1 (en) |
| JP (2) | JPS5622928A (en) |
| BR (2) | BR8002595A (en) |
| CA (2) | CA1153081A (en) |
| DE (2) | DE3063437D1 (en) |
| IN (1) | IN154269B (en) |
| SE (1) | SE426379B (en) |
Families Citing this family (36)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2506014B1 (en) * | 1981-05-14 | 1987-08-21 | Brisard Gerard | ON-BOARD APPARATUS FOR CONTROLLING SUSPENSION SHOCK ABSORBERS |
| US4547771A (en) * | 1982-08-13 | 1985-10-15 | A. W. Chesterton Company | Vibration sensor |
| US4638179A (en) * | 1984-03-31 | 1987-01-20 | Robert Bosch Gmbh | Extended response trigger circuit |
| CN1012301B (en) * | 1984-10-16 | 1991-04-03 | 三洋电机株式会社 | Display apparatus |
| DE3621580C2 (en) * | 1986-06-27 | 1995-06-29 | Bosch Gmbh Robert | Device for triggering occupant protection systems |
| US4744239A (en) * | 1986-11-28 | 1988-05-17 | Caterpillar Inc. | Method for monitoring a work vehicle suspension |
| JPH0814525B2 (en) * | 1986-11-28 | 1996-02-14 | キャタピラー インコーポレーテッド | How to monitor work vehicle suspensions |
| US4887454A (en) * | 1986-11-28 | 1989-12-19 | Caterpillar Inc. | Method for monitoring a work vehicle suspension |
| US4845975A (en) * | 1986-11-28 | 1989-07-11 | Caterpillar Inc. | Method for monitoring a work vehicle suspension |
| DE3714470A1 (en) * | 1987-04-30 | 1988-11-17 | Lehn F Heinrich | METHOD AND DEVICE FOR MONITORING VIBRATION EXPLORERS IN CHASSIS COMPONENTS IN MOTOR VEHICLES DURING DRIVING |
| US5396973A (en) * | 1991-11-15 | 1995-03-14 | Lord Corporation | Variable shock absorber with integrated controller, actuator and sensors |
| US5301130A (en) * | 1992-10-22 | 1994-04-05 | Hughes Aircraft Company | Absoulte velocity sensor |
| JP3268092B2 (en) * | 1993-11-15 | 2002-03-25 | 本田技研工業株式会社 | Vehicle road simulator |
| JP3391157B2 (en) * | 1994-11-02 | 2003-03-31 | 株式会社デンソー | Braking force control device |
| DE4440413A1 (en) * | 1994-11-11 | 1996-05-15 | Fichtel & Sachs Ag | Monitoring system for determining efficiency of esp. motor vehicle shock absorber |
| US5586669A (en) * | 1995-05-03 | 1996-12-24 | Fm Industries, Inc. | Cushioning unit fault detector |
| ATE315219T1 (en) * | 1999-05-19 | 2006-02-15 | Vibro Meter Ag | METHOD AND ARRANGEMENT FOR COMBINED VIBRATION MEASUREMENT |
| US7334717B2 (en) | 2001-10-05 | 2008-02-26 | Tyco Healthcare Group Lp | Surgical fastener applying apparatus |
| JP4245480B2 (en) * | 2001-10-05 | 2009-03-25 | タイコ ヘルスケア グループ エルピー | Surgical stapling apparatus and method |
| US7238195B2 (en) * | 2002-05-10 | 2007-07-03 | Tyco Healthcare Group Lp | Wound closure material applicator and stapler |
| WO2004048134A2 (en) * | 2002-11-26 | 2004-06-10 | Shock-Doc Ltd | Monitoring of shock absorbers |
| US7296722B2 (en) | 2003-10-17 | 2007-11-20 | Tyco Healthcare Group Lp | Surgical fastener applying apparatus with controlled beam deflection |
| JP4543908B2 (en) | 2004-12-07 | 2010-09-15 | 日産自動車株式会社 | VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE HAVING VEHICLE DRIVE OPERATION ASSISTANCE DEVICE |
| DE102006040676B3 (en) * | 2006-08-30 | 2008-03-27 | Ab Skf | Road vehicle, namely passenger cars or lorries |
| US8616351B2 (en) | 2009-10-06 | 2013-12-31 | Tenneco Automotive Operating Company Inc. | Damper with digital valve |
| DE102010016587A1 (en) | 2010-04-22 | 2011-10-27 | Ipetronik Gmbh & Co. Kg | wheelset |
| US9217483B2 (en) | 2013-02-28 | 2015-12-22 | Tenneco Automotive Operating Company Inc. | Valve switching controls for adjustable damper |
| US9399383B2 (en) | 2013-02-28 | 2016-07-26 | Tenneco Automotive Operating Company Inc. | Damper with integrated electronics |
| US9884533B2 (en) | 2013-02-28 | 2018-02-06 | Tenneco Automotive Operating Company Inc. | Autonomous control damper |
| US9879748B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Two position valve with face seal and pressure relief port |
| US9879746B2 (en) | 2013-03-15 | 2018-01-30 | Tenneco Automotive Operating Company Inc. | Rod guide system and method with multiple solenoid valve cartridges and multiple pressure regulated valve assemblies |
| US10559138B2 (en) * | 2015-12-18 | 2020-02-11 | Ge Global Sourcing Llc | Sensor signal processing system and method |
| JP6547793B2 (en) * | 2016-08-12 | 2019-07-24 | 株式会社デンソー | Tire mount sensor, diagnosis history storage device and diagnosis notification device |
| US10479160B2 (en) | 2017-06-06 | 2019-11-19 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
| US10588233B2 (en) | 2017-06-06 | 2020-03-10 | Tenneco Automotive Operating Company Inc. | Damper with printed circuit board carrier |
| CN111386203B (en) * | 2017-11-28 | 2023-05-23 | 沃尔沃卡车集团 | Method for determining the functional state of a vehicle shock absorber device |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1378958A (en) * | 1963-09-30 | 1964-11-20 | Hispano Suiza Sa | Improvements to braking devices for aerodyne landing gears, in particular to those with hydraulic servo control |
| US3383909A (en) * | 1965-09-10 | 1968-05-21 | Union Oil Co | Dynamic shock absorber tester and method |
| US3455149A (en) * | 1966-01-20 | 1969-07-15 | Reliance Electric & Eng Co | Vibration amplitude monitor |
| US3544172A (en) * | 1968-12-16 | 1970-12-01 | Bendix Corp | Adaptive braking system false trigger hold-off circuit |
| US3681976A (en) * | 1970-06-29 | 1972-08-08 | Gen Electric | Free and loose object detection system |
| US3743361A (en) * | 1971-08-13 | 1973-07-03 | Diamond Squared Ind Inc | Anti-skid system and method |
| US3744321A (en) * | 1971-12-16 | 1973-07-10 | J Hauge | Rotating body unbalance detector-locator |
| SE370906B (en) * | 1973-03-09 | 1974-11-04 | Asea Ab | |
| DE2334737A1 (en) * | 1973-07-09 | 1975-04-03 | Volkswagenwerk Ag | PROCEDURE FOR TESTING THE WORKABILITY OF SHOCK ABSORBERS |
| JPS5079688A (en) * | 1973-11-24 | 1975-06-28 | ||
| US3921945A (en) * | 1974-07-25 | 1975-11-25 | Us Navy | Train resonant car-body rocking detector system |
| US3923345A (en) * | 1974-10-03 | 1975-12-02 | Joseph Louis Poggie | Anti-skid braking system with torque sensing means |
| US4085349A (en) * | 1976-03-12 | 1978-04-18 | Ird Mechanalysis, Inc. | Piezo electric transducer for measuring instantaneous vibration velocity |
| DE2713640A1 (en) * | 1977-03-28 | 1978-10-12 | Kraftwerk Union Ag | PROCEDURE FOR MONITORING A PLANT AND ARRANGEMENT FOR IMPLEMENTING THE PROCEDURE |
-
1979
- 1979-05-02 SE SE7903814A patent/SE426379B/en not_active IP Right Cessation
-
1980
- 1980-04-28 BR BR8002595A patent/BR8002595A/en unknown
- 1980-04-28 BR BR8002594A patent/BR8002594A/en unknown
- 1980-04-29 DE DE8080850064T patent/DE3063437D1/en not_active Expired
- 1980-04-29 EP EP80850065A patent/EP0018960B1/en not_active Expired
- 1980-04-29 EP EP80850064A patent/EP0018959B1/en not_active Expired
- 1980-04-29 DE DE8080850065T patent/DE3071848D1/en not_active Expired
- 1980-04-30 US US06/144,971 patent/US4317105A/en not_active Expired - Lifetime
- 1980-04-30 US US06/145,213 patent/US4333146A/en not_active Expired - Lifetime
- 1980-05-01 CA CA000351068A patent/CA1153081A/en not_active Expired
- 1980-05-01 CA CA000351069A patent/CA1154842A/en not_active Expired
- 1980-05-02 JP JP5933380A patent/JPS5622928A/en active Granted
- 1980-05-02 JP JP5933480A patent/JPS5621943A/en active Granted
-
1981
- 1981-05-01 IN IN457/CAL/81A patent/IN154269B/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP0018959B1 (en) | 1983-05-25 |
| DE3063437D1 (en) | 1983-07-07 |
| US4317105A (en) | 1982-02-23 |
| IN154269B (en) | 1984-10-13 |
| BR8002595A (en) | 1980-12-09 |
| EP0018959A1 (en) | 1980-11-12 |
| JPS5622928A (en) | 1981-03-04 |
| SE7903814L (en) | 1980-11-03 |
| JPS5621943A (en) | 1981-02-28 |
| BR8002594A (en) | 1980-12-09 |
| DE3071848D1 (en) | 1987-01-15 |
| SE426379B (en) | 1983-01-17 |
| EP0018960A2 (en) | 1980-11-12 |
| CA1153081A (en) | 1983-08-30 |
| JPH0224334B2 (en) | 1990-05-29 |
| US4333146A (en) | 1982-06-01 |
| JPH0134820B2 (en) | 1989-07-21 |
| EP0018960A3 (en) | 1983-02-23 |
| EP0018960B1 (en) | 1986-12-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA1154842A (en) | Device for eliminating the vehicle wheel locking risk at braking | |
| EP0022096B1 (en) | Device for indicating air pressure in vehicle tires | |
| JP2554653B2 (en) | Vehicle braking system | |
| US4989922A (en) | Method of anti-lock brake control for motorcycle vehicle | |
| US5696677A (en) | Vehicle chassis control | |
| JPS63315958A (en) | Method and apparatus for improving operating property of vehicle | |
| GB2270167A (en) | Method and apparatus for the evaluation of wheel speed data in a motor vehicle | |
| CN101890980A (en) | But the method and apparatus of the steering anti-kickback snubber of the electronic control of control two-wheel vehicles | |
| EP0572481B1 (en) | A load cell and a brake arrangement provided therewith | |
| US5960912A (en) | Vibration damper for a drum brake | |
| Nakazawa et al. | Braking force distribution control for improved vehicle dynamics and brake performance | |
| AU684227B2 (en) | Process and device for testing vehicle shock absorbers | |
| US5120114A (en) | Brake system for tractor or towing vehicles | |
| GB2348508A (en) | Tow coupling sensor assemblies | |
| US20020088673A1 (en) | Railcar anti-skid brakes | |
| CA1154843A (en) | Friction controllers | |
| US4318459A (en) | Friction controllers | |
| KR100262569B1 (en) | Vehicle ecu method with abs | |
| JPS63203454A (en) | Antiskid controller | |
| KR20020076342A (en) | System and method for monitoring the vehicle dynamics of a vehicle | |
| US3985398A (en) | Fluidic antiskid circuit | |
| GB2072282A (en) | A Motor Vehicle Hydraulic Braking System | |
| SU1390091A1 (en) | Antiskid pneumatic brake system of three-axle vehicle with rocker suspension | |
| CN113148122A (en) | Brake control method and system | |
| Weidele et al. | Braking Performance and Stability of Motor Cycles With and Without Anti-Lock-Braking Systems |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |